Vehicle electrical system and methods

ABSTRACT

Systems and methods for supplying electrical power between two electric energy storage devices are disclosed. In one example, an electric isolation switch is held open after engine starting until a voltage of a first electric energy storage device and a voltage of a second electric energy storage device are within a threshold voltage of at least one predetermined voltage level.

CROSS REFERENCE TO RELATED APPLICATION

The present application is a divisional of U.S. Non-Provisional patentapplication Ser. No. 16/241,576, entitled “VEHICLE ELECTRICAL SYSTEM ANDMETHODS,” and filed on Jan. 7, 2019. The entire contents of theabove-referenced application are hereby incorporated by reference forall purposes.

FIELD

The present description relates to systems and methods for distributingelectrical power in a vehicle. The system and methods may be suitable avehicle that includes more than one electrical power distribution bus.

BACKGROUND AND SUMMARY

A vehicle may include low voltage (e.g., 12 VDC) starter and a highvoltage integrated starter/generator (ISG). In addition, the vehicle mayinclude accessory electric loads that may be selectively electricallydecoupled from the starter so that the accessory electric loads may notbe exposed to low voltages that may result from supplying large amountsof electrical current to the starter during engine starting. An electricisolation switch may be selectively opened and closed to allow orprevent current flow between a primary electric energy storage deviceand an accessory electric energy storage device. In particular, theelectric isolation switch may be opened to prevent current flow betweenthe electric energy storage devices during engine cranking and starting.The electric isolation switch may be closed after engine cranking andstarting so that both the primary and accessory electric energy storagedevices may be charged via a belt integrated starter/generator (BISG),which may be a low voltage starter. However, the electric isolationswitch may have limited current carrying capacity, and high electriccurrent flow through the electric isolation switch may lead todegradation of the electric isolation switch. Therefore, it may bedesirable to provide a way of reducing the possibility of high electriccurrent flow through the electric isolation switch.

The inventors herein have recognized the above-mentioned issues and havedeveloped a power delivery method for a vehicle, comprising: reducing avoltage of a low voltage primary electric energy storage device via acontroller after starting an engine via power supplied by the lowvoltage primary electric energy storage device and before closing anelectric isolation switch that selectively couples the low voltageprimary electric energy storage device to a low voltage accessoryelectric energy storage device.

By reducing a voltage of a low voltage primary electric energy storagedevice, it may be possible to reduce electric current flow through anelectric isolation switch that selectively couples and decouples the lowvoltage primary electric energy storage device from a low voltageaccessory electric energy storage device. For example, if during enginecranking, the voltage of the low voltage accessory electric energystorage device is reduced by supplying electric power to ancillaryvehicle electric power consumers, then a voltage of a low voltageprimary electric energy storage device may be reduced so that currentflow through the electric isolation switch may be reduced when theelectric isolation switch is closed after engine cranking.

The present description may provide several advantages. In particular,the approach may reduce the possibility of isolation switch degradation.Further, the approach may increase a life span of an electric isolationswitch. Further still, the approach may reduce abrupt changes in systemvoltage levels.

The above advantages and other advantages, and features of the presentdescription will be readily apparent from the following DetailedDescription when taken alone or in connection with the accompanyingdrawings.

It should be understood that the summary above is provided to introducein simplified form a selection of concepts that are further described inthe detailed description. It is not meant to identify key or essentialfeatures of the claimed subject matter, the scope of which is defineduniquely by the claims that follow the detailed description.Furthermore, the claimed subject matter is not limited toimplementations that solve any disadvantages noted above or in any partof this disclosure.

BRIEF DESCRIPTION OF THE DRAWINGS

The advantages described herein will be more fully understood by readingan example of an embodiment, referred to herein as the DetailedDescription, when taken alone or with reference to the drawings, where:

FIG. 1 is a schematic diagram of an engine for providing power to avehicle electrical system;

FIG. 2 is a schematic diagram of a vehicle driveline includingelectrical power sources;

FIG. 3 shows an example vehicle electrical system configuration;

FIG. 4 shows an example electrical system operating sequence; and

FIGS. 5 and 6 show an example method for operating a vehicle electricalsystem.

DETAILED DESCRIPTION

The present description is related to controlling electrical powerdelivered onboard and off-board of a vehicle that generates electricalpower. The vehicle may generate electrical power via an internalcombustion engine as shown in FIG. 1. The internal combustion engine maybe included in a driveline or powertrain of a vehicle as shown in FIG.2. The vehicle may include an electrical power distribution system asshown in FIG. 3. The vehicle electrical power distribution system mayoperate according to the sequence of FIG. 4. The method of FIGS. 5 and 6may operate in cooperation with the system shown in FIGS. 1-3 to providethe sequences shown in FIG. 4.

Referring to FIG. 1, internal combustion engine 10, comprising aplurality of cylinders, one cylinder of which is shown in FIG. 1, iscontrolled by electronic engine controller 12. The controller 12receives signals from the various sensors shown in FIGS. 1 and 2. Inaddition, controller 12 employs the actuators shown in FIGS. 1 and 2 toadjust driveline operation based on the received signals andinstructions stored in memory of controller 12.

Engine 10 is comprised of cylinder head 35 and block 33, which includecombustion chamber 30 and cylinder walls 32. Piston 36 is positionedtherein and reciprocates via a connection to crankshaft 40. Flywheel 97and ring gear 99 are coupled to crankshaft 40. Optional starter 96(e.g., low voltage (operated with less than 30 volts) electric machine)includes pinion shaft 98 and pinion gear 95. Pinion shaft 98 mayselectively advance pinion gear 95 to engage ring gear 99. Starter 96may be directly mounted to the front of the engine or the rear of theengine. In some examples, starter 96 may selectively supply torque tocrankshaft 40 via a belt or chain. In one example, starter 96 is in abase state when not engaged to the engine crankshaft.

Combustion chamber 30 is shown communicating with intake manifold 44 andexhaust manifold 48 via respective intake poppet valve 52 and exhaustpoppet valve 54. Each intake and exhaust valve may be operated by anintake camshaft 51 and an exhaust camshaft 53. The position of intakecamshaft 51 may be determined by intake camshaft sensor 55. The positionof exhaust camshaft 53 may be determined by exhaust camshaft sensor 57.Intake valves may be held open or closed over an entire engine cycle asthe engine rotates via deactivating intake valve actuator 59, which mayelectrically, hydraulically, or mechanically operate intake valves.Alternatively, intake valves may be opened and closed during a cycle ofthe engine. Exhaust valves may be held open or closed over an entireengine cycle (e.g., two engine revolutions) as the engine rotates viadeactivating exhaust valve actuator 58, which may be electrically,hydraulically, or mechanically operate exhaust valves. Alternatively,exhaust valves may be opened and closed during a cycle of the engine.

Fuel injector 66 is shown positioned to inject fuel directly intocylinder 30, which is known to those skilled in the art as directinjection. Fuel injector 66 delivers liquid fuel in proportion to thepulse width from controller 12. Fuel is delivered to fuel injector 66 bya fuel system (not shown) including a fuel tank, fuel pump, and fuelrail (not shown). In one example, a high pressure, dual stage, fuelsystem may be used to generate higher fuel pressures.

In addition, intake manifold 44 is shown communicating with turbochargercompressor 162 and engine air intake 42. In other examples, compressor162 may be a supercharger compressor. Shaft 161 mechanically couplesturbocharger turbine 164 to turbocharger compressor 162. Alternatively,compressor 162 may be electrically powered. Optional electronic throttle62 adjusts a position of throttle plate 64 to control air flow fromcompressor 162 to intake manifold 44. Pressure in boost chamber 45 maybe referred to a throttle inlet pressure since the inlet of throttle 62is within boost chamber 45. The throttle outlet is in intake manifold44. In some examples, throttle 62 and throttle plate 64 may bepositioned between intake valve 52 and intake manifold 44 such thatthrottle 62 is a port throttle. Waste gate 163 may be adjusted viacontroller 12 to allow exhaust gases to selectively bypass turbine 164to control the speed of compressor 162. Air filter 43 cleans airentering engine air intake 42.

Distributorless ignition system 88 provides an ignition spark tocombustion chamber 30 via spark plug 92 in response to controller 12.Universal Exhaust Gas Oxygen (UEGO) sensor 126 is shown coupled toexhaust manifold 48 upstream of catalytic converter 70. Alternatively, atwo-state exhaust gas oxygen sensor may be substituted for UEGO sensor126.

Converter 70 can include multiple catalyst bricks, in one example. Inanother example, multiple emission control devices, each with multiplebricks, can be used. Converter 70 can be a three-way type catalyst inone example.

Controller 12 is shown in FIG. 1 as a conventional microcomputerincluding: microprocessor unit 102, input/output ports 104, read-onlymemory 106 (e.g., non-transitory memory), random access memory 108, keepalive memory 110, and a conventional data bus. Controller 12 is shownreceiving various signals from sensors coupled to engine 10, in additionto those signals previously discussed, including: engine coolanttemperature (ECT) from temperature sensor 112 coupled to cooling sleeve114; a position sensor 134 coupled to an accelerator pedal 130 forsensing force applied by human driver 132; a position sensor 154 coupledto brake pedal 150 for sensing force applied by human driver 132, ameasurement of engine manifold pressure (MAP) from pressure sensor 122coupled to intake manifold 44; an engine position sensor from a Halleffect sensor 118 sensing crankshaft 40 position; a measurement of airmass entering the engine from sensor 120; and a measurement of throttleposition from sensor 68. Barometric pressure may also be sensed (sensornot shown) for processing by controller 12. In a preferred aspect of thepresent description, engine position sensor 118 produces a predeterminednumber of equally spaced pulses every revolution of the crankshaft fromwhich engine speed (RPM) can be determined.

During operation, each cylinder within engine 10 typically undergoes afour stroke cycle: the cycle includes the intake stroke, compressionstroke, expansion stroke, and exhaust stroke. During the intake stroke,generally, the exhaust valve 54 closes and intake valve 52 opens. Air isintroduced into combustion chamber 30 via intake manifold 44, and piston36 moves to the bottom of the cylinder so as to increase the volumewithin combustion chamber 30. The position at which piston 36 is nearthe bottom of the cylinder and at the end of its stroke (e.g. whencombustion chamber 30 is at its largest volume) is typically referred toby those of skill in the art as bottom dead center (BDC).

During the compression stroke, intake valve 52 and exhaust valve 54 areclosed. Piston 36 moves toward the cylinder head so as to compress theair within combustion chamber 30. The point at which piston 36 is at theend of its stroke and closest to the cylinder head (e.g. when combustionchamber 30 is at its smallest volume) is typically referred to by thoseof skill in the art as top dead center (TDC). In a process hereinafterreferred to as injection, fuel is introduced into the combustionchamber. In a process hereinafter referred to as ignition, the injectedfuel is ignited by known ignition means such as spark plug 92, resultingin combustion.

During the expansion stroke, the expanding gases push piston 36 back toBDC. Crankshaft 40 converts piston movement into a rotational torque ofthe rotary shaft. Finally, during the exhaust stroke, the exhaust valve54 opens to release the combusted air-fuel mixture to exhaust manifold48 and the piston returns to TDC. Note that the above is shown merely asan example, and that intake and exhaust valve opening and/or closingtimings may vary, such as to provide positive or negative valve overlap,late intake valve closing, or various other examples.

FIG. 2 is a block diagram of a vehicle 225 including a powertrain ordriveline 200. The powertrain of FIG. 2 includes engine 10 shown inFIG. 1. Powertrain 200 is shown including vehicle system controller 255,engine controller 12, electric machine controller 252, transmissioncontroller 254, energy storage device controller 253, and brakecontroller 250. The controllers may communicate over controller areanetwork (CAN) 299. Each of the controllers may provide information toother controllers such as torque output limits (e.g., torque output ofthe device or component being controlled not to be exceeded), torqueinput limits (e.g., torque input of the device or component beingcontrolled not to be exceeded), torque output of the device beingcontrolled, sensor and actuator data, diagnostic information (e.g.,information regarding a degraded transmission, information regarding adegraded engine, information regarding a degraded electric machine,information regarding degraded brakes), requests for engine starting andstopping, and indication of the engine running (e.g., combusting fuel).Further, the vehicle system controller 255 may provide commands toengine controller 12, electric machine controller 252, transmissioncontroller 254, and brake controller 250 to achieve driver inputrequests and other requests that are based on vehicle operatingconditions. In addition, each of the controllers may receive signalsfrom the various sensors shown in FIG. 2. Each of the controllers mayalso employ one or more of the actuators shown in FIG. 2 to adjustdriveline operation based on the received signals and instructionsstored in memory of the respective controllers. For example, in responseto a driver releasing an accelerator pedal and vehicle speed, vehiclesystem controller 255 may request a desired wheel torque or a wheelpower level to provide a desired rate of vehicle deceleration. Thedesired wheel torque may be provided by vehicle system controller 255requesting a braking torque from brake controller 250.

In other examples, the partitioning of controlling powertrain devicesmay be partitioned differently than is shown in FIG. 2. For example, asingle controller may take the place of vehicle system controller 255,engine controller 12, electric machine controller 252, transmissioncontroller 254, and brake controller 250. Alternatively, the vehiclesystem controller 255 and the engine controller 12 may be a single unitwhile the electric machine controller 252, the transmission controller254, and the brake controller 250 are standalone controllers.

In this example, powertrain 200 may be powered by engine 10. Engine 10may be started with an engine starting system shown in FIG. 1, via beltdriven integrated starter/generator (BISG) 219. BISG 219 may provideelectrical power to the vehicle's electrical system when operated as agenerator. BISG 219 may provide torque to driveline 200 when operated asa motor. Speed of BISG 219 may be adjusted relative to engine speed viaspeed changing device 221, which may be a gear or pulley arrangementthat changes a gear or pulley ratio between engine 10 and BISG 219.Further, torque of engine 10 may be adjusted via torque actuator 204,such as a fuel injector, throttle, etc.

BISG 219 is mechanically coupled to engine 10 via belt 231. BISG 219 maybe coupled to crankshaft 40 or a camshaft (e.g., 51 or 53). BISG 219 mayoperate as a motor when supplied with electrical power via electricenergy storage device 275 (e.g., high voltage (>30 volts) electricalenergy storage device). BISG 219 may operate as a generator supplyingelectrical power to low voltage accessory (e.g., 12 VDC) electric energystorage device 275, which may also be referred to as second electricenergy storage device, or primary low voltage (e.g., 12 VDC) electricenergy storage device 274, which may also be referred to as firstelectric energy storage device. The output voltage of BISG 219 may beadjusted via adjusting a speed of BISG 219 and field current supplied toBISG 219 via controller 252.

An engine output torque may be transmitted to driveline disconnectclutch 239, and driveline disconnect clutch 239 may transfer enginetorque to integrated starter/generator 240 and torque converter 206.Driveline disconnect clutch 239 may be selectively opened and closed.Driveline disconnect clutch 239 does not transfer torque when it isfully open. Driveline disconnect clutch 239 may be partially closed whenISG 240 is providing torque to start engine 10.

Inverter 241 may convert direct current (DC) supplied by high voltageelectric energy storage device 276, which may be referred to as thirdelectric energy storage device, into alternating current (AC) when ISG240 is operated as a motor. Inverter 241 may convert AC power generatedby ISG 240 into DC for storing in high voltage electric energy storagedevice 276. Driveline disconnect clutch 239 and ISG 240 are coupled totorque converter 206.

Torque converter 206 includes a turbine 286 to output torque to inputshaft 270. Transmission input shaft 270 mechanically couples torqueconverter 206 to automatic transmission 208. Torque converter 206 alsoincludes a torque converter bypass lock-up clutch 212 (TCC). Torque isdirectly transferred from impeller 285 to turbine 286 when TCC islocked. TCC is electrically operated by controller 254. Alternatively,TCC may be hydraulically locked. In one example, the torque convertermay be referred to as a component of the transmission.

When torque converter lock-up clutch 212 is fully disengaged, torqueconverter 206 transmits engine torque to automatic transmission 208 viafluid transfer between the torque converter turbine 286 and torqueconverter impeller 285, thereby enabling torque multiplication. Incontrast, when torque converter lock-up clutch 212 is fully engaged, theengine output torque is directly transferred via the torque converterclutch to an input shaft 270 of transmission 208. Alternatively, thetorque converter lock-up clutch 212 may be partially engaged, therebyenabling the amount of torque directly relayed to the transmission to beadjusted. The transmission controller 254 may be configured to adjustthe amount of torque transmitted by torque converter 212 by adjustingthe torque converter lock-up clutch in response to various engineoperating conditions, or based on a driver-based engine operationrequest. Torque converter 206 also includes pump 283 that pressurizesfluid to operate gear clutches 211. Pump 283 is driven via impeller 285,which rotates at a same speed as engine 10.

Automatic transmission 208 includes gear clutches (e.g., gears 1-10) 211and forward clutch 210. Automatic transmission 208 is a fixed step ratiotransmission. The gear clutches 211 and the forward clutch 210 may beselectively engaged to change a ratio of an actual total number of turnsof input shaft 270 to an actual total number of turns of wheels 216.Gear clutches 211 may be engaged or disengaged via adjusting fluidsupplied to the clutches via shift control solenoid valves 209. Torqueoutput from the automatic transmission 208 may also be relayed to wheels216 to propel the vehicle via output shaft 260. Specifically, automatictransmission 208 may transfer an input driving torque at the input shaft270 responsive to a vehicle traveling condition before transmitting anoutput driving torque to the wheels 216. Transmission controller 254selectively activates or engages TCC 212, gear clutches 211, and forwardclutch 210. Transmission controller also selectively deactivates ordisengages TCC 212, gear clutches 211, and forward clutch 210.

Further, a frictional force may be applied to wheels 216 by engagingfriction wheel brakes 218. In one example, friction wheel brakes 218 maybe engaged in response to the driver pressing his foot on a brake pedal(not shown) and/or in response to instructions within brake controller250. Further, brake controller 250 may apply brakes 218 in response toinformation and/or requests made by vehicle system controller 255. Inthe same way, a frictional force may be reduced to wheels 216 bydisengaging wheel brakes 218 in response to the driver releasing hisfoot from a brake pedal, brake controller instructions, and/or vehiclesystem controller instructions and/or information. For example, vehiclebrakes may apply a frictional force to wheels 216 via controller 250 aspart of an automated engine stopping procedure.

In response to a request to accelerate vehicle 225, vehicle systemcontroller may obtain a driver demand torque or power request from anaccelerator pedal or other device. Vehicle system controller 255 thencommands engine 10 in response to the driver demand torque or power.Vehicle system controller 255 requests the engine torque from enginecontroller 12. If engine torque is less than a transmission input torquelimit (e.g., a threshold value not to be exceeded), the torque isdelivered to torque converter 206, which then relays at least a fractionof the requested torque to transmission input shaft 270. Transmissioncontroller 254 selectively locks torque converter clutch 212 and engagesgears via gear clutches 211 in response to shift schedules and TCClockup schedules that may be based on input shaft torque and vehiclespeed. In some conditions when it may be desired to charge electricenergy storage device 275 and/or electric energy storage device 276, acharging torque (e.g., a negative BISG torque or a negative ISG torque)may be requested while a non-zero driver demand torque is present.Vehicle system controller 255 may request increased engine torque toovercome the charging torque to meet the driver demand torque.

In response to a request to decelerate vehicle 225 and provideregenerative braking, vehicle system controller may provide a negativedesired wheel torque based on vehicle speed and brake pedal position.Vehicle system controller 255 then commands friction brakes 218 (e.g.,desired friction brake wheel torque) and/or ISG 240 via inverter 241 toprovide the requested braking torque.

Accordingly, torque control of the various powertrain components may besupervised by vehicle system controller 255 with local torque controlfor the engine 10, transmission 208, and brakes 218 provided via enginecontroller 12, electric machine controller 252, transmission controller254, and brake controller 250.

As one example, an engine torque output may be controlled by adjusting acombination of spark timing, fuel pulse width, fuel pulse timing, and/orair charge, by controlling throttle opening and/or valve timing, valvelift and boost for turbo- or super-charged engines. In the case of adiesel engine, controller 12 may control the engine torque output bycontrolling a combination of fuel pulse width, fuel pulse timing, andair charge. In all cases, engine control may be performed on acylinder-by-cylinder basis to control the engine torque output.

Electric machine controller 252 may control torque output and electricalenergy production from BISG 219 by adjusting current flowing to and fromfield and/or armature windings of BISG 219 as is known in the art.Similarly, electric machine controller 252 may control torque output andelectrical energy production from ISG 240 by adjusting current flowingto and from field and/or armature windings of ISG 240 as is known in theart. Electrical output from ISG 240 and BISG 219 may be provided in astationary mode where the transmission is in park or neutral.Alternatively, electrical output from the ISG 240 and BISG 219 may beprovided in a non-stationary mode where the vehicle is traveling on aroad.

Transmission controller 254 receives transmission input shaft positionvia position sensor 271. Transmission controller 254 may converttransmission input shaft position into input shaft speed viadifferentiating a signal from position sensor 271 or counting a numberof known angular distance pulses over a predetermined time interval.Transmission controller 254 may receive transmission output shaft torquefrom torque sensor 272. Alternatively, sensor 272 may be a positionsensor or torque and position sensors. If sensor 272 is a positionsensor, controller 254 may count shaft position pulses over apredetermined time interval to determine transmission output shaftvelocity. Transmission controller 254 may also differentiatetransmission output shaft velocity to determine transmission outputshaft acceleration. Transmission controller 254, engine controller 12,and vehicle system controller 255, may also receive additiontransmission information from sensors 277, which may include but are notlimited to pump output line pressure sensors, transmission hydraulicpressure sensors (e.g., gear clutch fluid pressure sensors), alternatortemperature sensors, and BISG temperature sensors, and ambienttemperature sensors.

Brake controller 250 receives wheel speed information via wheel speedsensor 223 and braking requests from vehicle system controller 255.Brake controller 250 may also receive brake pedal position informationfrom brake pedal sensor 154 shown in FIG. 1 directly or over CAN 299.Brake controller 250 may provide braking responsive to a wheel torquecommand from vehicle system controller 255. Brake controller 250 mayalso provide anti-skid and vehicle stability braking to improve vehiclebraking and stability. As such, brake controller 250 may provide a wheeltorque limit (e.g., a threshold negative wheel torque not to beexceeded) to the vehicle system controller 255 so that negative ISGtorque does not cause the wheel torque limit to be exceeded. Forexample, if controller 250 issues a negative wheel torque limit of 50N-m, ISG torque is adjusted to provide less than 50 N-m (e.g., 49 N-m)of negative torque at the wheels, including accounting for transmissiongearing.

Referring now to FIG. 3, an example electrical system 300 for vehicle225 is shown. Electrical system 300 includes a first low voltageelectric bus 302 and a second low voltage electric bus 303. Low voltageelectric bus 302 carries low voltage (e.g., 12 VDC) power betweenvarious vehicle devices including but not limited to BISG 219, starter96, and low voltage primary electric energy storage device 274. Lowvoltage electric bus 302 may also route low voltage power to low voltagevehicle electrical loads 304. Low voltage vehicle electrical loads 304may include but are not limited to fuel injectors, electronic throttles,lighting devices, oxygen sensors, valve phase adjusting devices, andengine ignition systems.

Electric system 300 also includes an electric isolation switch 308 forelectrically isolating first low voltage electric bus 302 from secondlow voltage electric bus 303. First electric isolation switch 308 may bea contactor or a solid state device.

Second low voltage bus 303 carries low voltage power between low voltageaccessory electric energy storage device 275, inverter 356, optionalDC/DC converter 355, and low voltage electric power consumers 358. Lowvoltage electric power consumers 358 may include, but are not limited toresistive window defrosters, electric power steering systems, displaypanels, and infotainment systems. Inverter 356 may convert low voltageDC power into AC power for supplying electrical power to devices 370(e.g., saws, radios, televisions, etc.) that are external to vehicle225. Inverter 356 may output 120 VAC or 240 VAC to off board devices370. Off board devices may include but are not limited to lighting,drills, saws, compressors, and other alternating current powereddevices. DC/DC converter may increase a voltage of second low voltagebus 303 to supply charge to high voltage bus 357 (e.g., >30 volts DC)and low voltage accessory electric energy storage device 275. DC/DCconverter 355 may supply electrical charge from high voltage bus 357 tosecond low voltage bus 303 and electrical devices connected thereto.Alternatively, DC/DC converter 355 may supply electrical charge fromsecond low voltage bus 303 to high voltage bus 357 to power ISG 240.High voltage bus 357 may transfer electric charge between DC/DCconverter 355, inverter 241, and high voltage electric energy storagedevice (e.g., battery) 276.

BISG 219 may supply low voltage power to low voltage electric bus 302and low voltage primary electric energy storage device when electricalisolation switch 308 is open or closed. Output voltage of BISG 219 maybe adjusted to be above or below a voltage of low voltage primaryelectric energy storage device 274. For example, a field current of BISG219 may be adjusted to adjust output voltage of BISG 219. Similarly,voltage output from DC/DC converter 355 may be adjusted to a voltagethat is above or below a voltage of low voltage accessory electricenergy storage device 275. For example, timing of charging anddischarging an electric energy storage device with DC/DC converter 355may be adjusted to adjust an output voltage of DC/DC converter 355.

Low voltage primary electric energy storage device 274 and low voltageaccessory electric energy storage device 275 operate within a firstvoltage range (e.g., between 8 and 16 volts DC) and high voltageelectric energy storage device 276 operates in a second voltage range(e.g., >30 volts DC).

Electric system 300 also includes a voltage quality module or controller325 that may communicate with vehicle system controller 255. Voltagequality controller 325 may selectively open and close electric isolationswitch 308. Electric charge is not transferred between first low voltagebus 302 and second low voltage bus 303 when electric isolation switch308 is in an open state. Electric charge may be transferred betweenfirst low voltage bus 302 and second low voltage bus 303 when electricisolation switch 308 is in a closed state. Voltage quality controller325 may determine voltages of low voltage primary electric energystorage device 274 and low voltage accessory electric energy storagedevice 275 via input and output circuitry 304 (e.g., analoginputs/outputs and digital inputs/outputs). Voltage quality controller325 includes read-only (non-transitory) memory 306, a CPU 302, andrandom access memory 308. However, in some examples, voltage qualitycontroller 325 may simply include combinational logic and analogcircuitry. Voltage quality controller 325 may receive instructions fromvehicle controller 255 that a request to start engine 10 is present andto open electric isolation switch 302. Voltage quality controller 325may also request that vehicle system controller 255 increases ordecreases voltage and/or current delivered to first low voltage bus 302and second low voltage bus 303 via BISG 219 and DC/DC converter 355.Further, voltage quality controller 325 may also request that vehiclesystem controller 255 increase or decrease electrical loads that areapplied to first low voltage bus 302 and second low voltage bus 303 viaBISG 219, DC/DC converter 355, low voltage vehicle electric loads 304,and low voltage electric power consumers 358.

Thus, the electric system of FIGS. 1-3 provides for a system fordelivering electrical power of a vehicle, comprising: an engine; a beltintegrated starter/generator (BISG) mechanically coupled to the engineand electrically coupled to a first electric energy storage device thatoperates in a first voltage range; a second electric energy storagedevice that operates in the first voltage range; a third electric energystorage device that operates in a second voltage range, the secondvoltage range higher than the first voltage range; an electric isolationswitch that selectively electrically couples the first electric energystorage device to the second electric energy storage device; a DC/DCconverter directly electrically coupled to the second electric energystorage device and the third electric energy storage device; acontroller including executable instructions stored in non-transitorymemory to lower a voltage of the DC/DC converter and increase electricalloads applied to the second electric energy conversion device inresponse to a voltage of the first electric energy conversion devicebeing less than a threshold voltage while the electric isolation switchis open.

In some examples, the system further comprises additional instructionsto open the electric isolation switch in response to a request to startthe engine. The system further comprises additional instructions toclose the electric isolation switch in response to a voltage of thesecond electric energy storage device being within a threshold voltageof a voltage of the first electric energy storage device. The systemfurther comprises additional instructions to increase a voltage suppliedvia the BISG to the first electric energy storage device in response tothe voltage of the first electric energy conversion device being lessthan the threshold voltage while the electric isolation switch is open.The system includes where the electrical loads include a windowdefroster. The system further comprises additional instructions toreduce a voltage of the first electric energy storage device afterstarting an engine via power supplied by the first electric energystorage device and before closing the electric isolation switch.

Referring now to FIG. 4, a prophetic example vehicle electrical systemoperating sequence is shown. The sequence of FIG. 4 may be providedaccording to the method of FIGS. 5 and 6 in cooperation with the systemof FIGS. 1-3. The plots shown in FIG. 4 occur at the same time and arealigned in time. The // marks along the horizontal axis represent abreak in time and the duration of the break in time may be long orshort. The vertical lines at times t0-t6 represent times of interest inthe sequence.

The first plot from the top of FIG. 4 is a plot electric load or powerconsumed from the low voltage primary electric energy storage device(e.g., 274) versus time. The vertical axis represents electric load orpower consumed from the low voltage primary electric energy storagedevice and the amount of electric load or power consumed from the lowvoltage primary electric energy storage device increases in thedirection of the vertical axis arrow. The horizontal axis representstime and time increases from the left side of the figure to the rightside of the figure. Trace 402 represents electric load or power consumedfrom the low voltage primary electric energy storage device.

The second plot from the top of FIG. 4 is a plot electric load or powerconsumed from the low voltage accessory electric energy storage device(e.g., 275) versus time. The vertical axis represents electric load orpower consumed from the low voltage accessory electric energy storagedevice and the amount of electric load or power consumed from the lowvoltage accessory electric energy storage device increases in thedirection of the vertical axis arrow. The horizontal axis representstime and time increases from the left side of the figure to the rightside of the figure. Trace 404 represents electric load or power consumedfrom the low voltage accessory electric energy storage device.

The third plot from the top of FIG. 4 is a plot of electric isolationswitch operating state versus time. The vertical axis represents theoperating state of the electric isolation switch. The electric isolationswitch is open when trace 406 is at a higher level near the verticalaxis arrow. The electric isolation switch is closed when trace 406 is ata lower level near the horizontal axis. The horizontal axis representstime and time increases from the left side of the figure to the rightside of the figure. Trace 406 represents the state of the electricisolation switch (e.g., 308).

The fourth plot from the top of FIG. 4 is a plot of low voltage primaryelectric energy storage device voltage versus time. The vertical axisrepresents low voltage primary electric energy storage device voltage,and the low voltage primary electric energy storage device voltageincreases in the direction of the vertical axis arrow. The horizontalaxis represents time and time increases from the left side of the figureto the right side of the figure. Trace 408 represents low voltageprimary electric energy storage device voltage. Horizontal line 450represents a threshold voltage. Closing of the electric isolation switchis prevented when low voltage primary electric energy storage devicevoltage (trace 408) is below threshold 450.

The fifth plot from the top of FIG. 4 is a plot of low voltage accessoryelectric energy storage device voltage versus time. The vertical axisrepresents low voltage accessory electric energy storage device voltage,and the low voltage accessory electric energy storage device voltageincreases in the direction of the vertical axis arrow. The horizontalaxis represents time and time increases from the left side of the figureto the right side of the figure. Trace 410 represents low voltageaccessory electric energy storage device voltage. Horizontal line 452represents a threshold voltage. Closing of the electric isolation switchis prevented when low voltage accessory electric energy storage devicevoltage (trace 410) is below threshold 452.

The sixth plot from the top of FIG. 4 is a plot of BISG power versustime. The vertical axis represents BISG power. The BISG is operating asa motor and outputting mechanical work when trace 412 is above thehorizontal axis. The amount of mechanical work that is provided by theBISG increases in the direction of the vertical axis arrow. The BISG isoperating as a generator and consuming mechanical work from the enginewhen trace 412 is below the horizontal axis. The amount of powerconsumed from the engine increases in a direction (down) away from thehorizontal axis. The horizontal axis represents time and time increasesfrom the left side of the figure to the right side of the figure. Trace412 represents BISG power.

At time t0, the engine of the vehicle is stopped (not shown) and theelectric load that is applied to the low voltage primary electric energystorage device is low. The electric load that is applied to the lowvoltage accessory electric energy storage device is also low and theelectric isolation switch is closed. The electric isolation switch isclosed so that the voltage of the low voltage primary electric energystorage device is equal to a voltage of the low voltage accessoryelectric energy storage device and so that charge may be freelydelivered between the two electric energy storage devices. The BISGpower output is zero.

At time t1, a request to start the engine is made (not shown) and theelectric isolation switch is opened in response to the request to startthe engine so that voltage of the second low voltage electric bus is notreduced when the BISG cranks (e.g., rotates) the engine since thestarter and BISG are electrically coupled to the first low voltage bus.Further, opening the electric isolation switch allows low voltageelectric power consumers that are electrically coupled to the second lowvoltage electric bus to be operated via electric charge that is suppliedvia the low voltage accessory electric energy storage device. Theelectrical load on the low voltage primary electric energy storagedevices increases shortly after the electric isolation switch opens inresponse to the starter cranking the engine (not shown). The electricload that is applied to the low voltage accessory electric energystorage device remains low and the voltage of the low voltage primaryelectric energy storage device begins to decrease as electric power isdrawn from the low voltage primary electric energy storage device byBISG or the starter. The voltage of the low voltage accessory electricenergy storage device begins to decrease as electric power is drawn fromthe low voltage accessory electric energy storage device by electricalpower consumers that are electrically coupled to the second low voltagebus. The BISG power increases after the electric isolation switch isopened closed as the BISG cranks (e.g., rotates) the engine.

At time t2, engine cranking is complete and the engine is started (notshown). The BISG stops cranking the engine and the BISG power is reducedwhen the engine is started (e.g., combusting fuel and rotating under itsown power). Shortly after time t2, the BISG transitions from operatingas a motor to operating as a generator so that the low voltage primaryelectric energy storage device may be charged via the BISG. The BISGreceives mechanical input power from the engine. The electric load onthe low voltage primary electric energy storage device is reduced tozero when the BISG ceases to crank the engine. The electric isolationswitch remains open since the voltage of the low voltage primaryelectric energy storage device is less than threshold 450. Keeping theelectric isolation switch open prevents high current flows through theelectric isolation switch, thereby reducing the possibility of degradingthe low voltage primary electric energy storage device. The electricload that is applied to the low voltage accessory electric energystorage device remains low and the voltage of the low voltage primaryelectric energy storage device has been reduced a small amount, but itremains above threshold 452.

Between time t2 and time t3, the BISG continues to charge the lowvoltage primary electric energy storage device and the voltage of thelow voltage primary electric energy storage device increases. Theelectric isolation switch remains open and no electrical load is appliedto the low voltage primary electric energy storage device. The load thatis applied to the low voltage accessory electric energy storage deviceremains low. The voltage of the low voltage accessory electric energystorage device increases as the low voltage accessory electric energystorage device is charged via the DC/DC converter (not shown).

At time t3, the electric isolation switch is closed in response to thevoltage of the low voltage primary electric energy storage device beingwithin a threshold voltage of the low voltage accessory electric energystorage device. The BISG ceases charging the low voltage primaryelectric energy storage device shortly thereafter and there is noelectrical load applied to the low voltage primary electric energystorage device. The electrical load that is applied to the low voltageaccessory electric energy storage device remains low.

In this way, the low voltage primary electric energy storage device maybe charged to a higher voltage level when the low voltage primaryelectric energy storage device is discharged to a level that is lessthan a threshold voltage when the electric isolation switch is openwhile the engine is being cranked. By increasing the voltage of the lowvoltage primary electric energy storage device, current flow through theelectric isolation switch may be reduced when the electric isolationswitch is closed. The reduction in current flow may be attributed to alow differential voltage across the electric isolation switch.

After time t3 and before time t4, the engine of the vehicle is stopped(not shown) and the electric load that is applied to the low voltageprimary electric energy storage device is low. The electric load that isapplied to the low voltage accessory electric energy storage device isalso low and the electric isolation switch is closed. The electricisolation switch is closed so that the voltage of the low voltageprimary electric energy storage device is equal to a voltage of the lowvoltage accessory electric energy storage device and so that charge maybe freely delivered between the two electric energy storage devices.However, in this example, a cell of the low voltage accessory electricenergy storage device is degraded so current flows from the low voltageprimary electric energy storage device to the low voltage accessoryelectric energy storage device (not shown). The ISG power output iszero.

At time t4, a request to start the engine is made (not shown) and theelectric isolation switch is opened in response to the request to startthe engine so that voltage of the second low voltage electric bus is notreduced when the BISG cranks (e.g., rotates) the engine since thestarter and BISG are electrically coupled to the first low voltage bus.The voltage of the low voltage accessory electric energy storage devicedrops when the electric isolation switch is opened because one or morecells in the low voltage accessory electric energy storage device aredegraded. The electrical load applied to the low voltage primaryelectric energy storage devices increases shortly after the electricisolation switch opens in response to the BISG or the starter crankingthe engine (not shown). The electric load that is applied to the lowvoltage accessory electric energy storage device is decreased via loadshedding (e.g., decoupling of electrical loads from the power source) toincrease the voltage of the low voltage accessory electric energystorage device so that it is closer to the voltage of the low voltageprimary electric energy storage device. The voltage of the low voltageaccessory electric energy storage device also begins to decrease furtheras electric power is drawn from the low voltage accessory electricenergy storage device by electrical power consumers that areelectrically coupled to the second low voltage bus. The BISG powerconsumption increases after the electric isolation switch is closed asthe BISG cranks (e.g., rotates) the engine.

At time t5, engine cranking is complete and the engine is started (notshown). The BISG stops cranking the engine and the BISG power is reducedwhen the engine is started. Shortly after time t5, the BISG transitionsfrom cranking the engine to supplying power to the driveline to propelthe vehicle. In other words, the BISG provides a portion of the driverdemand power or torque and the engine and/or the ISG provide theremaining portion of the driver demand power or torque. The electricload applied to the low voltage primary electric energy storage deviceis reduced. The electric isolation switch remains open since the voltageof the low voltage accessory electric energy storage device is less thanthreshold 452. The electrical load applied to the low voltage accessoryelectric energy storage device remains at a lower level (e.g., zero) dueto electric load shedding. The voltage of the low voltage primaryelectric energy storage device continues to decline as it supplieselectric power to the BISG. The voltage of the low voltage accessoryelectric energy storage device remains at its previous level (belowthreshold 452) and the BISG power levels off at a level where itsupplies positive torque to the driveline.

Between time t5 and time t6, the BISG continues to discharge the lowvoltage primary electric energy storage device and the voltage of thelow voltage primary electric energy storage device continues to decline.The electric isolation switch remains open and no electrical load isapplied to the low voltage primary electric energy storage device. Theload that is applied to the low voltage accessory electric energystorage device is zero.

At time t6, the electric isolation switch is closed in response to thevoltage of the low voltage primary electric energy storage device beingwithin a threshold voltage of the low voltage to accessory electricenergy storage device. The BISG ceases discharging the low voltageprimary electric energy storage device and it begins charging the lowvoltage primary electric energy storage device and the low voltageaccessory electric energy storage device shortly thereafter. There is noelectrical load applied to the low voltage primary electric energystorage device and the electrical load that is applied to the lowvoltage accessory electric energy storage device is also zero.

In this way, the low voltage primary electric energy storage device maybe discharged to a lower voltage level when the low voltage accessoryelectric energy storage device is at a low voltage level when theelectric isolation switch is open while the engine is being cranked. Bydecreasing the voltage of the low voltage primary electric energystorage device, current flow through the electric isolation switch maybe reduced when the electric isolation switch is closed. The reductionin current flow may be attributed to a low differential voltage acrossthe electric isolation switch.

Referring now to FIGS. 5 and 6, a method for operating an electricalsystem of a vehicle is shown. The method of FIGS. 5 and 6 may providethe sequence shown in FIG. 4 in cooperation with the system of FIGS.1-3. Further, at least portions of the method of FIGS. 5 and 6 may beincorporated into a controller as executable instructions stored innon-transitory memory, while other portions of the method may be actionsperformed in the physical world via the system.

At 502, method 500 determines vehicle operating conditions. Vehicleoperating conditions may be determined via the controller receivinginput from the various vehicle sensors. In one example, vehicleoperating conditions may include but are not limited to vehicle speed,engine operating state (e.g., off (not combusting fuel) or on(combusting fuel)), electric isolation switch operating state (e.g.,open or closed), electrical load applied to the low voltage primaryelectric energy storage device, electrical load applied to the lowvoltage accessory electric energy storage device, voltage of the lowvoltage primary electric energy storage device, voltage of the lowvoltage accessory electric energy storage device, BISG power, driverdemand power, and vehicle speed. Method 500 proceeds to 504.

At 504, method 500 judges if there is an engine cranking (e.g., rotatingthe engine via the BISG or starter) request or if engine cranking isdesired. Method 500 may request engine cranking in response to driverdemand torque or power exceeding a threshold level or in response tostate of charge (SOC) of an electric energy storage device being lessthan a threshold. If method 500 judges that there is an engine crankingrequest or if engine cranking is desired, the answer is yes and method500 proceeds to 506. Otherwise, the answer is no and method 500 proceedsto 540.

At 540, method 500 maintains the operating state of the electricisolation switch (e.g., 308) and supplies electric power to electricconsumers that are electrically coupled to the first and second lowvoltage buses. The electric power may be supplied via the BISG, DC/DCconverter, the low voltage accessory electric energy storage device, thelow voltage primary electric energy storage device, or a combinationthereof. Further, the engine may remain on or running or it may remainstopped. The vehicle may be propelled via the engine and the ISG, theengine and BISG, or solely via the ISG. Method 500 proceeds to exit.

At 506, method 500 suspends and delays changes to electrical loads thatmay be applied to first low voltage bus and the second low voltage bus.For example, if a vehicle occupant attempts to activate a rear windowdefroster after a request to crank the engine and before the engine isstarted, the rear window may not be activated until the engine isstarted. In some examples, method 500 may also prevent electrical loadsfrom being decoupled from the first and/or second low voltage bus aftera request to crank the engine and before the engine is started. Method500 proceeds to 508.

At 508, method 500 opens the electric isolation switch and decouples thefirst low voltage bus from the second low voltage bus. In addition,electric devices that are electrically coupled to the first low voltagebus are electrically isolated from electric devices that areelectrically coupled to the second low voltage bus by opening theelectric isolation switch. Method 500 also cranks the engine via theBISG or the starter. Method 500 proceeds to 510.

At 510, method 500 judges if engine cranking is complete. Method 500 mayjudge that engine cranking is complete when engine speed is greater thana threshold speed. If method 500 judges that engine cranking iscomplete, the answer is yes and method 500 proceeds to 512. Otherwise,the answer is no and method 500 returns to 508.

At 512, method 500 determines voltages on each side of the electricisolation switch. In one example, method 500 determines a voltage on afirst side of the electric isolation switch by determining a voltage ofthe first low voltage bus. Method 500 determines a voltage on a secondside of the electric isolation switch by determining a voltage of thesecond low voltage bus. The voltages may be determined via a voltagequality module and the voltages may be communicated to the vehiclesystem controller. By determining the voltages on each side of theelectric isolation switch, it may be inferred that current flow throughthe electric isolation switch may be high or low if the electricisolation switch is closed. Method 500 proceeds to 514 after determiningthe voltages on both sides of the electric isolation switch.

At 514, method 500 judges if a voltage on the side of the electricisolation switch that is electrically coupled to the first low voltagebus and to the low voltage primary electric energy storage device isless than a first threshold voltage. The first threshold voltage levelmay be empirically determined via monitoring the voltage of the firstlow voltage bus and monitoring electric current flow through theelectric isolation switch when the electric isolation switch is closed.If method 500 judges that the voltage on the side of the electricisolation switch that is electrically coupled to the first low voltagebus and to the low voltage primary electric energy storage device isless than a first threshold voltage, then the answer is yes and method500 proceeds to 516. Otherwise, the answer is no and method 500 proceedsto 520.

Alternatively, method 500 may judge if the voltage on the side of theelectric isolation switch that is electrically coupled to the first lowvoltage bus and to the low voltage primary electric energy storagedevice is less than a threshold voltage away from the voltage on theside of the electric isolation switch that is electrically coupled tothe second low voltage bus and to the low voltage accessory electricenergy storage device. If so, the answer is yes and method 500 proceedsto 516. Otherwise, the answer is no and method 500 proceeds to 520.

At 516, method 500 judges if the low voltage primary electric energystorage device is degraded. If so, the answer is yes and method 500proceeds to 518. Otherwise, the answer is no and method 500 proceeds to545.

In one example, method 500 may judge that the low voltage primaryelectric energy storage device is degraded if a voltage of the lowvoltage primary electric energy storage device remains below a thresholdvoltage after charging the low voltage primary electric energy storagedevice. Further, method 500 may judge that the low voltage primaryelectric energy storage device is degraded if a time to charge the lowvoltage primary electric energy storage device exceeds a thresholdamount of time.

At 545, method 500 increases an amount of current supplied to the lowvoltage primary electric energy storage device via the BISG. The BISG isoperated in a generator mode and it supplies an elevated amount ofelectrical current to the low voltage primary electric energy storagedevice so that the voltage of the low voltage primary electric energystorage device may approach the voltage of the low voltage accessoryelectric energy storage device. Method 500 may supply an elevated levelof electric current to the low voltage primary electric energy storagedevice until the voltage of the low voltage primary electric energystorage device is within a threshold voltage of the low voltageaccessory electric energy storage device. Method 500 may cease to supplyan elevated level of electric current to the low voltage primaryelectric energy storage device when a voltage of the low voltageaccessory electric energy device is within a voltage of the low voltageprimary electric energy device. Method 500 proceeds to 520.

At 518, method 500 increases a voltage that is applied to the first lowvoltage bus and the low voltage primary electric energy storage devicevia increasing an output voltage of the BISG. Alternatively, or inaddition, method 500 may lower an output voltage of the DC/DC converter(e.g., 355) supplying electrical charge to the second low voltage bus,if present, so that the voltage of the low voltage accessory electricenergy storage device may be reduced to be within a threshold voltage ofa voltage of the low voltage primary electric energy storage device.Further, method 500 may increase the electrical load that is applied tothe low voltage accessory electric energy storage device so that thevoltage of the low voltage accessory electric energy device may bereduced to be within a threshold voltage of a voltage of the low voltageprimary electric energy storage device. For example, a resistive rearwindow defroster may be activated to reduce the voltage of the lowvoltage accessory electric energy storage device. Method 500 mayincrease BISG output voltage to increase the voltage of the low voltageprimary electric energy storage device, and/or lower output voltage ofthe DC/DC converter, and/or increase electrical loads applied to the lowvoltage accessory electric energy device, until a voltage of the lowvoltage accessory electric energy device is within a voltage of the lowvoltage primary electric energy device. Method 500 may cease to increaseBISG output voltage to increase the voltage of the low voltage primaryelectric energy storage device, and/or lower output voltage of the DC/DCconverter, and/or increase electrical loads applied to the low voltageaccessory electric energy device when a voltage of the low voltageaccessory electric energy device is within a voltage of the low voltageprimary electric energy device. Method 500 proceeds to 520.

At 520, method 500 judges if a voltage on the side of the electricisolation switch that is electrically coupled to the second low voltagebus and to the low voltage accessory electric energy storage device isless than a second threshold voltage. The second threshold voltage levelmay be empirically determined via monitoring the voltage of the secondlow voltage bus and monitoring electric current flow through theelectric isolation switch when the electric isolation switch is closed.If method 500 judges that the voltage on the side of the electricisolation switch that is electrically coupled to the second low voltagebus and to the low voltage accessory electric energy storage device isless than a second threshold voltage, then the answer is yes and method500 proceeds to 522. Otherwise, the answer is no and method 500 proceedsto 528.

Alternatively, method 500 may judge if the voltage on the side of theelectric isolation switch that is electrically coupled to the second lowvoltage bus and to the low voltage accessory electric energy storagedevice is less than a threshold voltage away from the voltage on theside of the electric isolation switch that is electrically coupled tothe first low voltage bus and to the low voltage primary electric energystorage device. If so, the answer is yes and method 500 proceeds to 522.Otherwise, the answer is no and method 500 proceeds to 528.

At 522, method 500 judges if the low voltage accessory electric energystorage device is degraded. If so, the answer is yes and method 500proceeds to 524. Otherwise, the answer is no and method 500 proceeds to550.

In one example, method 500 may judge that the low voltage primaryelectric energy storage device is degraded if a voltage of the lowvoltage accessory electric energy storage device remains below athreshold voltage after charging the low voltage primary electric energystorage device. Further, method 500 may judge that the low voltageaccessory electric energy storage device is degraded if a time to chargethe low voltage accessory electric energy storage device exceeds athreshold amount of time.

At 550, method 500 increases an amount of current supplied to the lowvoltage accessory electric energy storage device via the DC/DC converter(e.g., 355). The DC/DC converter supplies electric charge from the highvoltage electric energy storage device to the low voltage accessoryelectric energy storage device. In addition, method 500 may lower theelectrical load that is applied to the low voltage accessory electricenergy storage device via commanding off electric power consumers thatare electrically coupled to the second low voltage bus. Method 500 maysupply an elevated level of electric current to the low voltageaccessory electric energy storage device until the voltage of the lowvoltage accessory electric energy storage device is within a thresholdvoltage of the low voltage primary electric energy storage device.Method 500 may cease to supply an elevated level of electric current tothe low voltage accessory electric energy storage device when a voltageof the low voltage accessory electric energy device is within a voltageof the low voltage primary electric energy device. Method 500 proceedsto 528.

At 524, method 500 judges if n DC/DC converter is present in the system.If there is no DC/DC converter, the answer is yes and method 500proceeds to 526. Otherwise, if there is a DC/DC converter in the system,the answer is no and method 500 proceeds to 555.

At 555, method 500 increases a voltage output level of the DC/DCconverter to increase a voltage level of the low voltage accessoryelectric energy storage device. The voltage output level of the DC/DCconverter may be increased until a voltage level of the low voltageaccessory electric energy storage device is within a threshold voltageof the low voltage primary electric energy storage device. Method 500may cease to increase the voltage output of the DC/DC converter when avoltage of the low voltage accessory electric energy device is within avoltage of the low voltage primary electric energy device. Method 500proceeds to 528.

At 526, method 500 decreases an output voltage of the BISG to decrease avoltage of the low voltage primary electric energy storage device sothat the voltage of the low voltage primary electric energy storagedevice may be reduced to be within a threshold voltage of a voltage of avoltage of the low voltage accessory electric energy storage device.Alternatively, the BISG may be operated as a motor to supply a portionof the driver demand torque or power to the driveline. Thus, the BISGmay be applied to propel the vehicle and reduce a voltage of the lowvoltage primary electric energy storage device when a voltage of the lowvoltage accessory electric energy storage device is less than athreshold voltage. Method 500 proceeds to 528.

At 528, method 500 closes the electric isolation switch when the voltageof the low voltage accessory electric energy storage device is within athreshold voltage of the low voltage primary electric energy storagedevice. Method 500 proceeds to 530.

At 530, method 500 charges primary and accessory electric energy storagedevices via the BISG and/or the DC/DC converter. The primary andaccessory electric energy storage devices may be charged until theyreach a threshold level of charge. Method 500 proceeds to exit.

In this way, voltages of the first and second low voltage buses andvoltages of the low voltage accessory and primary electric energystorage devices may be adjusted so that electric current flow through anelectric isolation switch may be reduced after engine cranking. Thelower current flow through the electric isolation switch may extend thelife cycle of the electric isolation switch.

Thus, the method of FIGS. 5 and 6 provides for a power delivery methodfor a vehicle, comprising: reducing a voltage of a low voltage primaryelectric energy storage device via a controller after starting an enginevia power supplied by the low voltage primary electric energy storagedevice and before closing an electric isolation switch that selectivelycouples the low voltage primary electric energy storage device to a lowvoltage accessory electric energy storage device. The method furthercomprises opening the electric isolation switch via the controllerbefore cranking an engine. The method further comprises cranking theengine via an electric machine that is directly electrically coupled tothe low voltage primary electric energy storage device, and wherereducing the voltage is performed in response to a voltage of theprimary electric energy storage device being greater than a voltage ofthe low voltage accessory electric energy storage device after startingthe engine. The method includes where the voltage of the low voltageprimary electric energy storage device is reduced via a belt integratedstarter/generator (BISG).

In some examples, the method further comprises propelling a vehicle viaa torque output from the BISG, the torque generated via electric powerconsumed reducing the voltage of the low voltage primary electric energystorage device. The method further comprises decreasing an outputvoltage of a belt integrated starter/generator (BISG) before closing theelectric isolation switch, the BISG electrically coupled to the lowvoltage primary electric energy storage device when the electricisolation switch is open. The method further comprises closing theelectric isolation switch in response to the voltage of the low voltageprimary electric energy storage device being within a threshold voltageof a voltage of the low voltage accessory electric energy storagedevice.

The method of FIGS. 5 and 6 also provides for a power delivery methodfor a vehicle, comprising: increasing a voltage supplied to a lowvoltage accessory electric energy storage device via a DC/DC convertervia a controller after starting an engine via power supplied by a lowvoltage primary electric energy storage device and before closing anelectric isolation switch that selectively couples the low voltageprimary electric energy storage device to the low voltage accessoryelectric energy storage device. The method includes where the voltagesupplied to the low voltage accessory electric energy storage device viathe DC/DC converter is increased in response to a voltage of the lowvoltage accessory electric energy storage device being less than athreshold voltage when the electric isolation switch is open. The methodincludes where the power is supplied to a belt integratedstarter/generator, and further comprising: opening the electricisolation switch via the controller before cranking an engine. Themethod further comprises cranking the engine via an electric machinethat is directly electrically coupled to the low voltage primaryelectric energy storage device.

In some examples, the method further comprises increasing a voltagesupplied to the low voltage primary electric energy storage device via abelt integrated starter/generator after starting the engine and beforeclosing the electric isolation switch. The method includes where thevoltage is increased in response to a voltage of the low voltage primaryelectric energy storage device being less than a threshold voltage. Themethod includes where the DC/DC converter is electrically coupled to ahigh voltage electric energy storage device.

In another representation, the method of FIGS. 5 and 6 provides for apower delivery method for a vehicle, comprising: decreasing an outputvoltage of a belt integrated starter/generator (BISG) in response toabsence of a DC/DC converter and voltage on a primary low voltageelectric energy storage device side of an isolation switch being lessthan a threshold. The method further comprises decreasing the outputvoltage of the BISG in response to a primary low voltage electric energystorage device being degraded. The method further comprises decreasingthe output voltage of the BISG in response to a voltage on an accessorylow voltage electric energy storage device side of the isolation switchbeing less than a threshold.

Note that the example control and estimation routines included hereincan be used with various engine and/or vehicle system configurations.The control methods and routines disclosed herein may be stored asexecutable instructions in non-transitory memory and may be carried outby the control system including the controller in combination with thevarious sensors, actuators, and other engine hardware. The specificroutines described herein may represent one or more of any number ofprocessing strategies such as event-driven, interrupt-driven,multi-tasking, multi-threading, and the like. As such, various actions,operations, and/or functions illustrated may be performed in thesequence illustrated, in parallel, or in some cases omitted. Likewise,the order of processing is not necessarily required to achieve thefeatures and advantages of the example embodiments described herein, butis provided for ease of illustration and description. One or more of theillustrated actions, operations and/or functions may be repeatedlyperformed depending on the particular strategy being used. Further, atleast a portion of the described actions, operations and/or functionsmay graphically represent code to be programmed into non-transitorymemory of the computer readable storage medium in the control system.The control actions may also transform the operating state of one ormore sensors or actuators in the physical world when the describedactions are carried out by executing the instructions in a systemincluding the various engine hardware components in combination with oneor more controllers.

This concludes the description. The reading of it by those skilled inthe art would bring to mind many alterations and modifications withoutdeparting from the spirit and the scope of the description. For example,I3, I4, I5, V6, V8, V10, and V12 engines operating in natural gas,gasoline, diesel, or alternative fuel configurations could use thepresent description to advantage.

1. A power delivery method for a vehicle, comprising: reducing a voltageof a primary electric energy storage device via a controller afterstarting an engine via power supplied by the primary electric energystorage device and before closing an electric isolation switch thatselectively couples the primary electric energy storage device to anaccessory electric energy storage device.
 2. The method of claim 1,further comprising opening the electric isolation switch via thecontroller before cranking an engine.
 3. The method of claim 2, furthercomprising cranking the engine via an electric machine that is directlyelectrically coupled to the primary electric energy storage device, andwhere reducing the voltage is performed in response to a voltage of theprimary electric energy storage device being greater than a voltage ofthe accessory electric energy storage device after starting the engine.4. The method of claim 1, where the voltage of the primary electricenergy storage device is reduced via a belt integrated starter/generator(BISG).
 5. The method of claim 4, further comprising propelling avehicle via a torque output from the BISG, the torque generated viaelectric power consumed reducing the voltage of the primary electricenergy storage device.
 6. The method of claim 1, further comprisingdecreasing an output voltage of a belt integrated starter/generator(BISG) before closing the electric isolation switch, the BISGelectrically coupled to the primary electric energy storage device whenthe electric isolation switch is open.
 7. The method of claim 1, furthercomprising closing the electric isolation switch in response to thevoltage of the primary electric energy storage device being within athreshold voltage of a voltage of the accessory electric energy storagedevice.
 8. A power delivery method for a vehicle, comprising: increasinga voltage supplied to an accessory electric energy storage device via aDC/DC converter via a controller after starting an engine via powersupplied by a primary electric energy storage device and before closingan electric isolation switch that selectively couples the primaryelectric energy storage device to the accessory electric energy storagedevice.
 9. The method of claim 8, where the voltage supplied to theaccessory electric energy storage device via the DC/DC converter isincreased in response to a voltage of the accessory electric energystorage device being less than a threshold voltage when the electricisolation switch is open.
 10. The method of claim 8, where the power issupplied to a belt integrated starter/generator, and further comprising:opening the electric isolation switch via the controller before crankingan engine.
 11. The method of claim 8, further comprising cranking theengine via an electric machine that is directly electrically coupled tothe primary electric energy storage device.
 12. The method of claim 8,further comprising increasing a voltage supplied to the primary electricenergy storage device via a belt integrated starter/generator afterstarting the engine and before closing the electric isolation switch.13. The method of claim 8, where the voltage is increased in response toa voltage of the primary electric energy storage device being less thana threshold voltage.
 14. The method of claim 8, where the DC/DCconverter is electrically coupled to a third electric energy storagedevice the third electric energy storage device having a voltage that ismore than double a voltage of the than the primary electric energystorage device. 15-20. (canceled)
 21. The method of claim 14, where theDC/DC converter is electrically coupled to an inverter.
 22. The methodof claim 21, where the inverter is coupled to a belt integratedstarter/generator.
 23. The method of claim 8, further comprisingdetermining a voltage of a first bus and a voltage of a second bus. 24.The method of claim 23, where the accessory electric energy storagedevice is coupled to the first bus and where the primary electric energystorage device is coupled to the second bus.
 25. The method of claim 24,where increasing the voltage supplied to the accessory electric energystorage device is based on a voltage difference between the first busand the second bus.